Mooring apparatus



June 7, 1932. R. c LAMOND MOORING APPARATUS 6 Sheets-Sheet l Filed May6, 1925 Z cy- June 7,1932. c LAM ND 1,862,409

I MOORING APPARATUS Filed May 6, 1925 6 Sheets-Sheet 2 June 7, 1932- R.c, LAMOND MOORING APPARATUS Filed May 6, 1925 6 Sheets-Sheet 3 June 7,1932. c, LA 1,862,409 7 MOORING v APPARATUS Filed May 6, 1925 6Sheets-Sheet 4 June 7, 1932. Q LAMOND I 1,862,409

MOORING APPARATUS Filed May- 6, 1925 6 Sheets-Sheet 5 June 7, 1932] R.c. LAMOND 1,862,409

MOORING APPARATUS Filed May 6, 1925 6 Sheets-Sheet 6 Patented June 7,1932 UNITED STATES PATENT FF1E ROBERT C. LAMONID, OF PHILADELPHIA,PENNSYLVANIA, ASSIG-NOR TO AMERICAN ENGINEERING COMPANY, OFPHILADELPHIA, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA MOORINGAPPARATUS Application filed. May 6,

My invention relates to hydraulic apparatus, having particular relationto ferry mooring machines.

One object of my invention is to provide a relatively simple andefli'cient device for mooring a boat to a ferry-bridge, dock or otherstructure, which shall be of such construction that it will exert equaland simultaneous pulls on both sides of the boat and that will becapable of being controlled by one man through a single operatingmember.

Another object of my invention is to provide hydraulic mooringmechanism, whereby the boat may be held against the ferry-bridge withthe pump and driving motor therefor at rest.

With these and other objects and applications in mind, my inventionfurther consists in the details of construction and operation andarrangement, hereinafter described and claimed and illustrated in theaccompanying drawings, wherein Fig. 1 is a top plan view of one form ofem bodiment of my invention, the pump-control mechanismbcing shownpartly in horizontal section; i

Fig. 2 is a side elevational view of the ferrymooring apparatus of Fig.1;

Figs. 3. and 1 are enlarged front and side elevational views,respectively, partially in section, of the single acting fluid motor andassociated parts illustrated in Figs. 1 and 2;

Figs. 5 and 6 are enlarged, detail, side elevational and top plan views,respectively, of

the driving motor and valve control mechanism;

Fig. 7 is a view partially diagrammatic and partially in elevation of analternative mooring device employing double acting fluid motors;

Fig. 8 is an enlarged, detail sectional view of one of the double actingfluid motors .of Fig. 7 and Figs. 9 and 10 are front and sideelevational views, partially in section, of the mechanism forsimultaneously operating the driving motor switch and the main reversingvalve.

In the illustrated embodiment of my invention shown in Figs. 1 to 6,inclusive, a

1925. Serial No. 28,344.

mooring device 1 of the single acting cylinder type comprises a pair offluid motors 2 and 3 which are respectively mounted on opposite sides ofa ferry-bridge 4-, whereby cables 5 and 6 through mooring hooks 7 and 8may simultaneously exert equal forces on a ferry-boat 9, the whole beingcontrolled by a single lever 10, as will appear more fully hereinafter.

While my invention is described in connection with ferry apparatus, itis, of course, capable of various other applications, and hence thebroader features of my invention are not to be strictly limited to thepresent showing. Since the fluid motors 2 and 3 are substantiallyidentical, the former only will be described in detail. I

The fluid motor 2 comprises a vertically positioned casing 11 which maybe mounted on the ferry-bridge 4 in the usual manner. A verticallymovable plunger 12 is provided at its inner end with an enlarged endportion 13 constituting a piston. An opposite end 14 extends through anupper end 15 of the motor casing 11 and abuts against a base portion 16of a cross-head 17 of U-shape. When it is desirable to secure thecross-head 17 to the plunger 14:, the former may be recessed to receivean extension 18 of the latter and the Whole detachably secured togetherby a tapered pin 19.

A sheave 20 is rotatably supportedby a pin 21 extending between sidewalls 22 and 23 of said .U-shaped cross-head 17. The ends of the sidewalls 22 and 23 are provided with laterally extending portions 24 and25, which are respectively perforated to receive guide rods 26, 26extending vertically from an enlarged portion 27 of the casing 11 to anupper.

posite sides of the cross-head 17, serve to maintain the cable 32 inposition. Sheave guards 36 and 37, which are secured to the cross-head17 on opposite sides of the sheave 20, further serve to prevent thecable 32 from being disengaged from said sheave. 20. As shown, a baseportion 38 of each sheave guard extends parallel to the face of thesheave 20, while an upper portion 39 thereof is curved outwardly.

H The cable 32, as it passes from the sheave 20 toward the boat 9 orother apparatus, is further guided by a second sheave 41 which may be sopivotally mounted on a supporting arm 42 as to be substantially in thesame plane as the. sheave 20. One end 43 of the arm 42 is perforated toreceive a pivot pin 44, the opposite ends of which are supported inspaced perforations 45 and 46 in the motor casing 11, thereby affordinga pivotal mounting for the sheave 41. The cable 32 passes around theunderside of the sheave 41 and it is there protected by the member 42which is provided with side walls 47 and a connecting base portion 48,the outer ends of said side. walls and base portion forming a guidinchannel 49.

The fluid motor 2 is provided with an inlet opening 51 adjacent to thebase of the casing 11 and this opening is connected by means of a pipe52 to a similar opening 53 in a casing 54 of the fluid motor 3. A fluidmedium may be supplied to or withdrawn from the motors 2 and 3 by meansof a pump 55 having one outlet 56 connected by means of a pipe 57 to thepipe 52 interconnecting the fluid motors 2 and 3. A second outlet 58 ofthe pump 55 is connected by a pipe 59 to a supply tank 61 constituting.in the present instance, a foundation for the pump 55 and a reversibledriving motor 62. The latter may be connected to the shaft 63 of thepump 55 through a flexible coupling 64 of usual design. The pump 55 maybe of the reversible, variable-capacity type, the stroke of which may becontrolled by an element 65.

The stroke of the pump 55 may be automatically reduced to zero when thedischarge pressure thereof exceeds a predetermined desired value bymeans of mechanism 66 connected by a pipe 68 to the pressure side of thepump. A movable plunger 69 extends from a cylinder 70 and it isconnected to the pump control element 65. A spring device 72 serves toretain the control element 65 in the desired position until thedischarge pressure in the pump 55 exceeds the predetermined value,whereupon the pump control element 65 is automatically returned to theneutral position. Since the specific details of the mechanism 66 formsno part of the present invention, further description is unnecessary.

My invention also contemplates means whereby the boat 9 may be heldtightly against the ferry-bridge 4 with the driving motor 62 at rest.This desired result may be effected by means of a valve 73 (Figs. 2 and5) which is positioned in the pipe 57. When the valve 73 is open, theactuating fluid from the pump 55 passes freely through the pipes 57 and52 to the fluid motors 2 and 3. However, When the valve 73 is closed,the fluid in the motors 2 and 3 is prevented from returning through thepipe 57 to the pump 55, thus locking the fluid in the motor cylindersand preventing further movement of the pistons.

As illustrated in Figs. 1, 2, 5 and 6, the pump driving motor 62 and thevalve 73 may be controlled by one man through the single operating lever10. The control mechanism therein disclosed comprises a casing 74 forenclosing a reversing switch, the latter being connected by means of aball-and-socket joint to a pinion 78 rotatably mounted in a support 7 9and adapted to carry on its up per end the control lever 10. A rack 81is slidably mounted on the support 79 and it has one end pivotallyconnected to a longitudinally movable rod 82. An opposite end of thelatter is similarly connected to a second rack 83 slidabl mounted on asupporting member 84. The member 84 also provides a rotative mountingfor a pinion 85 which is mounted on a vertical shaft 86, a lower end ofwhich is pivotally connected to an operating member 87 for the valve 73.The above parts are so arranged that when the control lever 10 is in thecentral solid-line position shown in Fig. 6, the reversing switch is ina position to deenergize the driving motor 62 and the valve 73 isclosed. A movement of the lever 10, however, to the right or left ofthis position causes the opening of the valve 73 and the operation ofthe pump 55 in such direction as to propel fluid toward the motors 2 and3 or to withdraw fluid therefrom.

Assuming that the boat 9 is to be moored to the ferry-bridge 4, themooring hooks 7 and 8 are caused to engage suitable securing means 90 onthe boat 9, whereupon the control lever 10 is moved from the midposition shown in Figs. 1 and 6 to the right. This movement opens thevalve 73 and also so closes the switch as to cause the driving motor 62to actuate the pump 55 in a forward direction, whereby actuating fluidmay be discharged through the pipes 57 and 52 to the fluid motors 2 and3. A supply of fluid to the motors 2 and 3 is followed by a verticalmovement of the plungers 12 and hence the sheaves 20. The upwardmovement of the sheaves 2O establishes a tension in the cables 5 and 6tending to draw the boat 9 tightly into engagement with the ferry-bridge4. The operating lever 10 may now be returned to its mid position so asto close the valve 73 and deenergize the pump driving motor 62.

However, should the operator fail to actuate the control. lever 10 toits mid position and the pressure in the fluid motors 2 and 3 therebyexceed a predetermined safe value, the safety mechanism 66 wouldfunction to render the pump 55 ineffective by returning the controlelement 65 thereof to its mid position. The closing of the valve 7 3when the boat 9 has been moored to the ferry-bridge 4 effectually locksthe fluid in the motors 2 and 3, thus preventing the lowering of theplungers 12 and the consequent loosening of the cables 5 and 6.

When the boat 9 is to be released from the ferry-bridge 4, the controllever 10 is actuated to the left of the mid position shown in Figs. 1and 6, thereby opening the valve 73 and reversing the direction ofmovement of the pump-driving motor 62. The fluid in the motor casings 11and 54 is then withdrawn by the actuation of the pump 55 and dischargedthrough the pipe 59 back into the pump-supply tank 61. This withdrawalof the fluid from the motors 2 and 8 has been found to be Very desirablein practice, inasmuch as it very materially lessens the time requiredfor the loosening of the cables 5 and 6 sufiioient to permit of therelease of the mooring hooks 7 and 8. When the desired amount of slackis provided in the cables 5 and 6 by the lowering of the plungers 12,the operating lever 10 is again moved to its mid position.

Figs. 7 to 10, inclusive, illustrate an alternative embodiment of myinvention involving the use of a double-acting cylinder 88. The specificconstructional details of the cylinder 88 are identical to that shown inFigs. 3 and 4 with the exception that a pair of ports 89 and 91 areprovidedin the cylinder 88 on opposite sides of a piston 93, rather thanon ust one side.

As in the system of Figs. 1 to. 6, a pair of fluid motors 94 and 95 areemployed, corresponding openings 89 and 91 of which are respectivelyconnected by pipes 96 and 97. Actuating fluid may be supplied to the motors 94 and 95 by a pump 100 through a pipe 98, a four-way valve 99 andone orthe other of a pair of pipes 101 and 102. which are respectivelyconnected to the pipes 96. and 97. A supply tank 103 is connected by apipe 104 to the four-way valve 99. A suction side 105. of' the pump 100may be connected by a. pipe 106 to the supply tank 103.

The four-way valve 99 is so designed that when an operating-lever 107thereof is moved from the central solid-line position shown in Fig. 7 tothe right hand dot-anddaish line position, the pipe 98' is directlyconnected to the pipe 102, while the pipe 101 is connected to thedischarge pipe 104. When the operating lever 107 is moved into the lefthand dot-and-dash line position, the pressure pipe/ 98 is connectedtothe pipe 101, while the pipe 102 is connected to the discharge pipe104', thereby reversing the direction, of. operation of the motors 94and 95. A check valve 108 is positioned in the pipe 98 to prevent anyleakage from the fluid motors 94 and 95 when the operating lever 107 isin the central position.

A driving motor (not shown): for the pump- 100 is provided with acontrol switch, which is mounted in a casing 111 supported on a wallbracket 112. A shaft 113 of the switch is provided with an operating arm114 having a pin 11.5 in sliding engagementv with a slot 116 formed inthe valve operating lever 107, as shown particularly in Figs. 9: and 10.c

The operating lever 107 may be maintained in either of its positions, bymeans of a spring loaded plunger 117 which is movable over an arm 118provided with a plurality of grooves 119 defining said positions. Sincethe details of the valve form nopart of my present invention, furtherdescription thereof will not lee-made; The switch i's so designed thatthe pump-driving motor (not shown) is actuated in the same direction forboth dot-and-dash line positions of the lever 107. but renderedineffective for the central four-way valve 99 to the pipe 102. so thatfluid is supplied to the underside of the pistons 93 of the fluid motors94 and 95. The

vertical movement of the pistons 93 causes 7 fluid to be dischargedthrough the upper openings 91 into the pipe 96, passing therefromthrough the pipe 101, the four-way valve 99 and the pipe 104 to thesupply tank 103. The associated cables 5 and 6 are then tightened in thesame manner as in the preceding system, and the boat 9 is rigidly mooredto the ferry-bridge 4.

When the control lever 107 is moved to the central position, the switchis so actuated as to deenergize the pump-driving motor. The check valve108 prevents leakage from the cylinders 88 and maintains the pressureside of the system tight. Safety mechanism 109 similar to the mechanism66 of Fig. 1 may be employed to return the pump control element to themid position should the pressure in the fluid motors'94 and 95 exceed adesired value or should the operator fail to return the lever 107 to themid position after the boat 9 is moored to the bridge 4.

pistons 93 of the fluid motors 94 and 95. The

pistons 93 are then caused to descend and the fluid is discharged fromthe underside thereof through pipe 97, the pipe 102, the fourwa-y valve99 and the pipe 104 to the supply tank 108. The lowering of the pistonsmay be continued until sufficient slack is provided to permit therelease of the mooring hooks 7 and 8, whereupon the operating lever 107may be again moved to the central position.

While I have shown two embodiments of my invention, for the purpose ofdescribing the same and illustrating its principles of construction andof operation, it is apparent that various changes and modifications maybe made thereinwithout departing from the fundamental scope of myinvention, and I desire, therefore, that only such limitations shall beimposed thereon as are indicated in the appended claims or as aredemanded by the prior art.

I claim:

1. A mooring device comprising a standard having longitudinal elementsconstituting guides, a working cylinder at the bottom of said standard,a piston in the cylinder and a piston rod extending upwardly betweensaidguides, a crosshead at the upper end of said 'rod slidablyinterlocked'with the guide elements, a sheave carried by the crosshead,a bracket pivotally mounted at the lower end of the standard fortransverse oscillation, a sheave carried thereby, fluid-pressuremechanism for actuating the piston, a mooring cable fixed at one endadjacent the lower end of the standard and extending in successivepasses over and under the first and second named sheaves respectively,whereby by actuation of the piston the free end of the cable may beextended and subsequently retracted transversely from and toward thestandard.

2. A mooring device comprising spaced standards, a working cylinder atthe bottom of each standard, a piston in each ofsaid cylinders and apiston rod extending upwardly from each piston, a crosshead on each ofsaid rods guided in the associated standard, a sheave carried by eachcrosshead, a second sheave at the lower end of each standard, a mooringcable secured at one end adjacent the lower end of each standard andextending in successive passes over and under the first and second namedsheaves respectively of the associated standard, means for preventingdislodgment of the cables from the second named sheaves due totransverse angular displacement of the free ends of the cables, andfluid-pressure mechanism for actuating the pistons to afiord extensionof the free ends of the cables transversely away from and forcibleretraction of the cables toward the stand ards.

3. A mooring device comprising spaced standards, a working cylinder atthe bottom of each standard, a piston in each of said cylinders, and apiston rod extending upwardly from each piston, a crosshead on each ofsaid rods guided in the associated standard, a sheave carried by eachcrosshead, a second sheave at the lower end of each standard, a mooringcable secured at one end adjacent the lower end of each standard andextending in successive passes over and under the first and second-namedsheaves respectively of the associated standard, the free ends of saidcables extending transversely from the respective standards forattachment to opposite sides of a vessel to be moored, actuating meansfor said pistons comprising a reversible discharge fluid pump connectedto both of said cylinders, and mechanism for actuating said pumps topermit extension and to effect subse quent retraction of the free endsof said cables.

4:. A mooring device comprising spaced standards, a working cylinder atthe bottom of each standard, a piston in each of said cylinders, and apiston rod extending upwardly from each piston, a crosshead on each ofsaid rods guided in the associated. standard, a sheave carried by eachcrosshead, a second sheave at the lower end of each standard, a mooringcable secured at one end adjacent the lower end of each standard andextending in successive passes over and under the first and second-namedsheaves respectively of the associated standards, the free ends of saidcables extending transversely from the respective standards forattachment to opposite sides of a vessel to be moored, actuating meansfor said pistons comprising a reversible discharge fluid pump connectedto both of said cylinders, mechanism for actuating said pumps to permitextension and to effect subsequent retraction of the free ends of saidcables, and pressure operated control means operatively associated withthe pump for in terrupting the pumping operation when the pressure inthe fluid system exceeds a predetermined maximum.

5. A mooring device comprising a standard having longitudinal elementsconstituting guides, a working cylinder at the bottom of said standard,a piston in the cylinder, and a piston rod extending upwardly betweensaid guides, a crosshead at the upper end of said rod slidablyinterlocked with the guide elements, a sheave carried by the crosshead,a second sheave mounted adjacent the lower end of said standard, amooring cable fixed at one end adjacent the lower end of the standardand extending in successive passes over and under the first andsecond-named sheaves respectively whereby by actuation oi the piston thefree end of the cable may be extended transversely from and subsequentlyretracted toward the standard, means for preventing dislodgment of thecable from said second sheave due to transverse angular displacement ofthe free end of the cable, a fluid pump for actuating the piston, andmeans independent of the pump whereby said piston may be maintained inany desired operative position.

6. A mooring device comprising a standard having longitudinal elementsconstituting guides, a working cylinder at the bottom of said standard,a piston in the cylinder, and a piston rod extending upwardly betweensaid guides, a crosshead at the upper end of said rod slidablyinterlocked with the guide elements, 3, sheave carried by the crosshead,a second sheave mounted adjacent the lower end of the standard, amooring cable fixed at one end adjacent the lower end of the standardand extending in successive passes over and under the first andsecond-named sheaves respectively whereby by actuation of the piston thefree end of the cable may be extended transversely from and subsequentlyretracted toward the standard, a reversible discharge pump for actuatingthe piston, means whereby said piston may be maintained in a desiredoperative position, and control means operatively associated with thepump and with said piston-maintaining means and adapted in alternativepositions to effect independent movements of the piston in reversedirections and actuation of said maintaining means to render the latterefiiective. ROBERT C. LAMOND.

